Safety brake light module and method of engaging a safety brake light

ABSTRACT

A safety brake light module configured to energize a safety brake light of a vehicle and a method of energizing the safety brake light with the safety brake light module. The safety brake light module comprises a controller; and a power circuit communicatively coupled to the controller and adapted to be electrically coupled to the safety brake light; the controller comprising processing instructions configured to generate a safety brake light signal configured to cause the safety brake light to illuminate in an illumination pattern based thereon, wherein during a second braking event the illumination pattern only a constant portion when the time duration between a first braking event and the second braking event does not exceed the first predetermined time period.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. Pat. No. 10,766,408,issued Sep. 8, 2020, which is a National Stage entry under § 371 ofInternational Application No. PCT/US17/20052, filed Feb. 28, 2017, whichclaims the benefit of U.S. Provisional Application No. 62/301,574, filedon Feb. 29, 2016. The foregoing applications are incorporated byreference herein in their entirety.

FIELD OF THE INVENTION

The present invention relates generally to the field of vehicularlighting controls, and more particularly to methods and devices tocontrol vehicular brake lights.

BACKGROUND

Safety brake lights or “third” brake lights are used in vehicles toprovide an enhanced warning to following vehicles when the vehiclestops. The safety brake light is generally activated responsive to theactivation of the brake pedal. A circuit may be provided in somevehicles to pulsate or flash the safety brake light upon braking toalert the following drivers. The safety brake light is generally locatedfacing backwards and between the right and left turning signal lights,and above the rear end of the vehicle.

SUMMARY OF CLAIMED EMBODIMENTS

The present disclosure provides a safety brake light module configuredto energize a safety brake light of a vehicle. In one embodiment, thesafety brake light module comprises a voltage regulation circuit; acontroller powered by the regulation circuit; a power circuit coupled tothe controller and having an output contact adapted to be electricallycoupled to the safety brake light; the controller comprising processinginstructions configured to generate a safety brake light signalconfigured to cause the safety brake light to generate an illuminationpattern based thereon, the illumination pattern comprising a pulsingportion and a constant portion when a time duration between sequentialbraking events exceeds a first predetermined time period, and theillumination pattern comprising only a constant portion when the timeduration between the sequential braking events does not exceed the firstpredetermined time period.

In another embodiment, the safety brake light module comprises a voltageregulation circuit; a controller powered by the regulation circuit; apower circuit coupled to the controller and having an output contactadapted to be electrically coupled to the safety brake light; thecontroller comprising processing instructions configured to generate asafety brake light signal configured to cause the safety brake light togenerate an illumination pattern based thereon, the illumination patterncomprising a pulsing portion and a constant portion, and the processinginstructions further configured to initiate the safety brake lightsignal responsive to a braking signal in the absence of a decelerationevent and also to initiate the safety brake light signal responsive tothe deceleration event.

In a further embodiment the safety brake light module comprises acontroller and a power circuit communicatively coupled to the controllerand adapted to be electrically coupled to the safety brake light; thecontroller comprising processing instructions configured to generate asafety brake light signal configured to cause the safety brake light toilluminate in an illumination pattern based thereon, wherein during asecond braking event the illumination pattern only a constant portionwhen the time duration between a first braking event and the secondbraking event does not exceed the first predetermined time period. Insome embodiments, a method of operating a safety brake light of avehicle comprises actuating a vehicle brake actuator of the vehicle; andenergizing a safety brake light module as in the foregoing module.

Additional features, advantages, and embodiments of the presentdisclosure may be set forth from consideration of the following detaileddescription, figures, and claims. Moreover, it is to be understood thatboth the foregoing summary of the present disclosure and the followingdetailed description describe examples and intended to provide furtherexplanation without further limiting the scope of the claims.

BRIEF DESCRIPTION OF THE FIGURES

The accompanying figures illustrate embodiments of the presentdisclosure and, together with the detailed description, serve to explainthe principles of the invention. In the figures, like referencecharacters generally refer to like features (e.g., functionally similarand/or structurally similar elements).

FIG. 1 is a schematic diagram of an embodiment of a safety brake lightpulsation circuit.

FIG. 2 is a schematic diagram of another embodiment of a safety brakelight pulsation circuit.

FIG. 3 is a schematic diagram of a further embodiment of a safety brakelight pulsation circuit.

FIG. 4 is a block diagram of a safety brake light module in a housingincluding a safety brake light.

FIG. 5 is a block diagram of a safety brake light module remote from thehousing including the safety brake light.

FIG. 6 is a schematic diagram of a further embodiment of a safety brakelight module.

FIGS. 7 and 8 are timing graphs of brake signals and a response signalsgenerated with a brake light pulsation circuit.

FIGS. 9, 10, 11, and 12 are timing graphs of brake signals and aresponse signals generated with additional brake light pulsationcircuits set forth below.

DETAILED DESCRIPTION

In the following detailed description, reference is made to theaccompanying figures, which form a part hereof. The illustrativeembodiments described herein are not meant to be limiting. Otherembodiments may be utilized, and other changes may be made, withoutdeparting from the spirit or scope of the subject matter presented here.It will be readily understood that the aspects of the presentdisclosure, as generally described herein, and illustrated in thefigures, can be performed, arranged, substituted, combined, and designedin a wide variety of different configurations.

The embodiments described below relate to methods and devices to controlvehicular brake lights. More specifically, the methods and devicespertain to control of a safety brake light that may operateindependently from the right and left turn signal lights of a vehicle.Typically, the safety brake light is mounted on the vehicle'scenterline. Some embodiments of the invention pertain to brake lightpulsation circuits that can be packaged in modules configured toretrofit a vehicle. Many vehicles merely engage the safety brake lightswith a constant illumination pattern, where the intensity of theillumination pattern does not change while the brakes are applied. Thesevehicles can be retrofitted by inserting into the safety brake lightcircuit a safety brake light module including the safety brake lightcircuits described below. Embodiments of the method of controlling thesafety brake lights implemented by such modules can also be incorporatedinto new vehicles. To that end, some embodiments of the inventionpertain to brake light pulsation circuits integrated into new vehicles.Embodiments of the method of controlling the safety brake lightsimplemented by such modules can also be incorporated into on-boardcontrollers of new vehicles and implemented using a vehicle area networkof the vehicle coupling various sensors of the vehicle with the on-boardcontrollers. As used herein, on-board controllers include single devicesand multiple devices electronically coupled to each other and/or thevehicle area network, as is known in the art. An on-board controller maybe programmed to output a safety brake light signal comprising first,second and third portions as claimed, in which case a safety brake lightmodule is not required.

Referring now to FIG. 1, an embodiment of a safety brake light pulsationcircuit 10 is provided which is powered by a brake signal received on abrake signal conductor 12. A safety brake light pulsation circuit mayalso be referred to a safety brake light module. Safety brake lightpulsation circuit or module 10 includes a safety brake light signalconductor 14 electrically coupled to a safety brake light 16. Brakelight pulsation circuit 10 is structured to energize safety brake light16 responsive to braking. As used herein, “safety brake light” includesany device configured to illuminate upon receipt of electrical energy,including an incandescent bulb, a light emitting diode, or many of themin combination or in aggregate. Brake light pulsation circuit 10comprises a voltage regulation circuit 20, a microprocessor 30, and apower circuit 40, all energized by the brake signal, which variesbetween approximately 0 volts when the brake is disengaged and 14 voltswhen the brake is engaged. An on-board controller of the vehicle maymonitor the electrical current on brake signal conductor 12 and,responsive thereto, may indicate a fault if the electrical current isless than expected. The electrical current may be less than expected if,for example, safety brake light 16 burns out or fails to function forany other reason.

Voltage regulation circuit 20 comprises a voltage regulator 22 andancillary passive electrical devices provided to reduce and stabilize orcondition the brake signal. Passive electrical devices includeresistors, diodes, Zener diodes, inductors, and capacitors. Conditioningprotects voltage regulator 22 in case the brake signal transmits voltagespikes and other signals that could damage voltage regulator 22. Voltageregulator 22 outputs a regulated voltage VOUT, typically about 3.5volts, provided to microprocessor 30. Microprocessor 30 is programmedwith processing instructions to energize safety brake light 16 in one ormore illumination patterns responsive to braking and in accordance withpatterns output via a TTL OUT contact. Exemplary lighting patterns 80,82, 84, 88 and 90 are shown on FIGS. 7-11. In the present example,microprocessor 30 is shown including programming contacts labeledTPIDATA, TPICLK and RESET. A suitable cable can be connected between acomputer and contacts TPIDATA, TPICLK and RESET of microprocessor 30 toembed the processing instructions in microprocessor 30. As used herein,processing instructions include a single application, a plurality ofapplications, one or more programs or subroutines, software, firmware,and any variations thereof suitable to execute instruction sequenceswith a processing device. Microprocessor 30 is a specific example of amore general controller. The controller may be a single device or adistributed device, and the functions of the controller may be performedby processing instructions embedded or stored in non-transient machinereadable storage media. Example controllers include an applicationspecific integrated circuit (ASIC), a field programmable gate array(FPGA), a digital signal processor (DSP), and a microprocessor includingfirmware. Example non-transient computer readable storage media includesrandom access memory (RAM), read only memory (ROM), flash memory, harddisk storage, electronically erasable and programmable ROM (EEPROM),electronically programmable ROM (EPROM), magnetic disk storage, and anyother medium which can be used to carry or store processing instructionsand data structures and which can be accessed by a general purpose orspecial purpose computer or other processing device. The controller mayform a portion of a processing subsystem including one or moreinstruction processing devices having non-transient computer readablestorage media, processors or processing circuits, and communicationhardware.

Power circuit 40 comprises a transistor Q1 and ametal-oxide-semiconductor field-effect transistor (MOSFET) Q2. ResistorsR1, R2, and R3 condition the voltage level of the brake signal to levelssuitable to transistor Q1, and MOSFET Q2, such that pulsation of the TTLOUT signal causes safety brake light 16 to generate an alternatingillumination pattern. Safety brake light 16 is connected to an outputnode 42 of power circuit 40.

FIG. 2 is a schematic diagram of another embodiment of a safety brakelight pulsation circuit, denoted by numeral 50. Safety brake lightpulsation circuit 50 is similar in functionality and structure to brakelight pulsation circuit 10, and additionally includes an accelerometer52 and an energy storage circuit 54. An example energy storage circuit54 comprising a resistor-capacitor (RC) circuit is shown. A battery isanother example energy storage circuit 54. Energy storage circuit 54energizes microprocessor 30 and accelerometer 52 when braking is notapplied, until the energy stored by energy storage circuit 54 isdepleted or reaches a minimum voltage threshold below whichmicroprocessor 30 does not function. Thus, microprocessor 30 can beprogrammed to detect rapid deceleration of the vehicle, indicated byaccelerometer 52, while the brakes are not being applied, as describedwith reference to FIG. 11. Energy storage circuit 54 may comprise aresistor and a non-electrolytic capacitor defining an RC value of energystorage circuit 54. Controller 30 may read a voltage of energy storagecircuit 54 and determine from the voltage a time elapsed between brakingevents, during which time controller 30 may be de-energized.Advantageously, a non-electrolytic capacitor is small and therefore thesize of the module can be reduced such that the module fits inside anexisting safety light housing.

Accelerometer 52 comprises three-dimensional orthogonal outputs XOUT,YOUT, and ZOUT. The accelerometer outputs are received and processed bymicroprocessor 30 to extract an deceleration value indicative of therate at which the vehicle is decelerating. Deceleration thresholds canbe programmed to trigger various responses, including pulsing the safetybrake light even before the driver begins to apply the brakes. Thisfeature may be advantageous in a situation where the vehicle is stoppedwithout application of the brakes, such us in the event of an accident,to signal a following vehicle of the stopping event. As used herein, adeceleration event comprises an event during which a deceleration valueexceeds a threshold. The value may be provided by a sensor or determinedby the controller based on various values of parameters such as globalposition, speed, and time. Generally, the threshold is determined totrigger a desired response. In one example, the threshold is set toindicate a deceleration event when deceleration is abrupt enough tocorrelate to substantial stoppage of forward motion. In another example,the threshold is set to indicate a deceleration event when the vehiclereduces speed by at least 0.5 miles per hour in less than 0.2 seconds.In another example, the threshold is set to indicate a decelerationevent when the vehicle reduces speed by at least 0.5 miles per hour inless than 0.3 seconds.

In one variation of the present embodiment, accelerometer 52 has to bepositioned in a predetermined orientation with respect to the centerlineof the vehicle. The predetermined orientation reduces the computationalcosts of determining deceleration in the direction of movement parallelto the centerline of the vehicle and to distinguish such decelerationfrom lateral acceleration/deceleration due to, for example, turning. Inanother variation of the present embodiment, accelerometer 52 (or themodule containing it) can be positioned in any orientation. In thepresent variation, the controller (e.g. microprocessor 30) includesprocessing instructions configured to determine the orientation ofaccelerometer 52 relative to the centerline of the vehicle. In oneexample, the processing instructions average the orientation signalsgenerated by accelerometer 52 to take advantage of the fact that thevehicle will most frequently move in a direction parallel to thecenterline of the vehicle. Averaging out signals corresponding to rightand left turns of the vehicle results in a vector indicative of theorientation of accelerometer 52. A calibration input may be provided toinitiate the determination of the orientation vector of accelerometer52, which may be accompanied by instructions to drive in a straight lineupon initial use of the safety light module.

In a variation of the present embodiment, the acceleration signals fromaccelerometer 52 are used by the controller to determine the rate ofdeceleration of the vehicle, and the controller causes the pulsationrate of the illumination pattern to increase as a function ofdeceleration to indicate urgency to the following vehicle. The functionmay be continuous. The function may be step-wise discrete.

Vehicles generally include electronic circuits such as electroniccontrol modules or on-board controllers, transmission control modules(TCM), and other circuits configured to monitor every aspect of thevehicle. These modules measure, among others, pressure, temperature,flow, engine speed, oxygen level, and exhaust emissions levels. Controlmodules also monitor variables to activate or actuate air bags, hilldescent controls, different braking mechanisms, and other safetyfeatures. Advanced driver assistance systems (ADAS) were developed toautomate/adapt/enhance vehicle safety features. These include lane,speed and park assist systems, adaptive cruise control, and blind spotdetection. A vehicle area network comprising wires connecting sensors tocontrol modules, and software protocols, allows a vehicle to utilizesensors to perform different functions without requiring duplication ofthe sensors. An example of a vehicle area network is a controller areanetwork (CAN) comprising a CAN bus, or CANbus. Each control unitextracts information from the CANbus using predetermined knownprotocols.

FIG. 3 is a schematic diagram of a further embodiment of a safety brakelight pulsation circuit, denoted by numeral 60, communicatively coupledto the CANbus. Safety brake light pulsation circuit 60 is packaged in amodule, denoted by numeral 62, sized to be placed inside a housing inwhich safety brake light 16 is placed. Brake light pulsation circuit 60is similar in functionality and structure to safety brake lightpulsation circuits 10 and 50, which may also comprise modules asdescribed herein. Brake light pulsation circuit 60 includes CANbusconnectors. The CANbus connectors are coupled to a CANbus cable 64. Inthis embodiment, microprocessor 30 includes processing instructions tocommunicate with the CANbus and obtain information therefrom, includingacceleration (positive or negative), speed, status of anti-lock brakes,status of air bags, etc. Microprocessor 30 also includes processinginstructions configured to engage the TTL OUT output as describedpreviously and further below, utilizing the CANbus inputs describedabove, or any of them, to further determine when and how to generate anillumination pattern with the safety brake light. By reading sensorvalues from the CANbus to determine deceleration and other parametersindicative of the vehicle's motion, accelerometer 52 can be omitted.

In a variation of the present embodiment, a CANbus module is configuredto connect to the CANbus and further comprises a wireless transceiver.Microprocessor 30 also comprises a wireless transceiver. The CANbusmodule and microprocessor 30 are configured to communicate wirelesslyvia any known protocol in lieu of a direct cable connection. Exampleprotocols include Bluetooth, ZigBee, Wi-Fi, IrDA and WPAN. Wirelessaccess to the CANbus is attractive in retrofit applications to precluderunning cables between the CANbus and the safety brake light.

Referring to FIG. 4, safety brake light pulsation module 62, includingany of the foregoing safety brake light pulsation circuits 10, 50, or60, can advantageously be located adjacent to safety brake light 16 inan existing housing 66 (FIG. 4) of the vehicle, provided initially tohouse safety brake light 16. This placement is advantageous because itmight not require routing new cables to the safety brake light. In somevariations of the embodiments described above, a safety brake lightmodule is located remotely from housing 66 and is directly connected tothe CANbus and electrical power, as described below in FIG. 5.

FIG. 5 is a block diagram showing a safety brake light module 70electrically coupled to a vehicle brake actuator 13 which is coupled toa signal conductor 12, to an energy source 69 via a power conductor 68,to ground, to safety brake light signal conductor 14, and to the CANbus.A dashed box represents a vehicle 67 comprising safety brake lightmodule 70. Safety brake light module 70 is similar to safety brake lightmodule 62 except that, as described with reference to FIG. 6,microprocessor 30 is powered continuously and not intermittently basedon braking. Connection to the CANbus via CANbus cable 64 is shown. Theillumination pattern is communicated over safety brake light signalconductor 14 to safety brake light 16 located in housing 66 remotelyfrom safety brake light module 70. An advantage of the presentembodiment is that a controller, such as microprocessor 30, can functioncontinuously to process data obtained from the CANbus and thusillumination patterns can be configured which are not possible without acontinuous power supply. In a variation of the present embodiment,safety brake light module 70 is positioned in housing 66.

FIG. 6 is a schematic diagram of a further embodiment of a safety brakelight pulsation module, denoted by numeral 70, communicatively coupledto the CANbus. Safety brake light pulsation circuit 70 comprises asafety brake light pulsation circuit 72. Safety brake light pulsationcircuit 72 is similar in functionality and structure to safety brakelight pulsation circuits 10 and 50, which may also comprise modules asdescribed herein, except for the addition of an additional conditioningcircuit 74 coupled to brake signal conductor 12 and to an input TTL INof microprocessor 30 by a brake signal input conductor 76.Microprocessor 30 is powered continuously via power conductor 68 and notintermittently based on braking. Braking is indicated via brake signalinput conductor 76 rather than by the presence or absence of power. Theillumination pattern is communicated over safety brake light signalconductor 14 to safety brake light 16. An advantage of the presentembodiment is that a controller, such as microprocessor 30, can functioncontinuously to process data obtained from the CANbus and thusillumination patterns can be configured which are not possible without acontinuous power supply. Conditioning circuit 74 may comprise a Zenerdiode to limit the output voltage, and a resistor/capacitor pair toabsorb voltage spikes and stabilize the voltage output.

FIGS. 7 and 8 are timing graphs 80, 82 of brake signals and responsesignals generated with a safety brake light pulsation circuit,illustratively an appropriately programmed safety brake light pulsationcircuit 10. The response signals are provided by safety brake lightcircuit 10 via safety brake light signal conductor 14 and compriseillumination patterns generated by processing instructions embedded in acontroller, which may be microcontroller 30 or any other processingdevice. The controller may be programmable by a user. The user mayprogram the controller by selecting from predefined illuminationpatterns or by configuring a new illumination pattern. The safety brakelight module may comprise a programming interface to facilitateprogramming by the user. Example programming interfaces includemechanical actuators, wireless transceivers, and electrical connectors.The electrical connectors and wireless transceivers are configured tocouple the controller to a processing device including an applicationwith a graphical user interface configured to facilitate suchprogramming.

In the figures, T1 signifies application of the brakes and T2 signifiesrelease of the brakes. T3 corresponds to the start of the illuminationpattern (allowing for signal transmission delays, which are immaterial).Timing graph 80 shows that, responsive to the application of the brakesat time T1(1), an illumination pattern is generated by the controllercomprising a first portion including four pulses and a second portioncomprising constant intensity. The number of pulses is programmed orprogrammable. More or less than four pulses may be included in theillumination pattern. In the present example, each pulse is about asecond long. The brakes are released at time T2(1). The number inparenthesis represents a braking event. There may be multiple brakingevents illustrated in one graph. Timing graph 82 illustrates how theillumination pattern is applied when braking is applied and released inshort bursts, e.g. four braking events. The brakes are applied at timesT1(1)-(4) and released at times T2(1)-(4), and the illumination patternsbegin for each braking event at T3(1)-(4). The second braking event endsshortly after the second (constant intensity) portion of theillumination pattern begins, and in the third and fourth braking eventsthe brakes are released during the first portion of the illuminationpattern. As a result, the second, third and fourth braking events appearto a driver following the vehicle as a continuous sequence of pulses.

With reference to FIGS. 7 and 8, the controller is wired to becomeactive upon the application of energy, which occurs when the brakes areapplied in some embodiments. Once active, the controller implementsprocessing instructions configured to generate the TTL OUT signal. TheTTL OUT signal is binary. In one variation, the TTL OUT signal is high,or active, for half of the duration of a pulse and low or inactive forthe other half of the duration. The controller tracks time and upon thepassage of a first predetermined time toggles the TTL OUT signal. Uponthe passage of a second predetermined time the controller toggles theTTL OUT signal again to complete a pulse. A logic counter counts thepulses and when a predetermined number of pulses is reached, e.g. four,the TTL OUT signal is maintained so that light device 16 illuminates ata constant high level determined by power circuit 40. Power circuit 40is configured such that the light intensity alternates between a highlevel (“on”) and a low level. Although the low level is generated by an“off” instruction in the controller, the low level is still high enoughto be perceived by the human eye, so that a following driver will seethe light device pulse but the light will always be on, albeit atdifferent intensity levels, during braking.

Each portion of a pulse (the “on” and “off” portions) can also becomprised of a rapid pulse train to pulse width modulate (PWM) lightdevice 16. The “on” portion of the pulse can be modulated with a high(>50%) duty cycle and the low portion can be modulated with a low (<50%)duty cycle. The rapid PWM pulses are perceived by the human eye as aconstant high, or low, intensity, because the human eye cannot perceivethe PWM pulsations.

FIG. 9 presents a timing graph 84 of a brake signal and a responsesignal generated by a controller of the present invention. Graph 84illustrates the effect of processing instructions in the controllerconfigured to void the first portion of the illumination pattern if asubsequent braking event is initiated within a first predetermined timeduration, e.g. “no-pulse period”, 86. In other words, if the timebetween sequential braking events exceeds first predetermined timeduration 86, the pulsation portion and the constant portion of theillumination pattern will be generated, but if the time betweensequential braking events does not exceed first predetermined timeduration 86, only the constant portion of the illumination pattern willbe generated. The first portion of the illumination pattern (thepulsation portion) is shown beginning at T3(1) and T3(2), because thepassage of time between T2(1) and T1(2) is greater than firstpredetermined time duration 86. However, the same is not true at T1(3)and T1(4), therefore the pulsation portion of the illumination patternis voided and only the second portion of the illumination pattern(constant illumination) is shown at T3(3) and T3(4). In contrast withgraph 82, the illumination pattern shown in graph 84 is not perceived asa continuous pulsation when the driver “taps” the brakes at T1(3) andT1(4), except if the driver releases the brake quickly. The first andsecond portions are illustratively described as pulsating and constant,however it should be understood that the second portion of theillumination pattern may vary in intensity without forming a pulsatingpattern without deviating from the teachings of the present disclosure.

FIG. 10 presents a timing graph 88 of a brake signal and a responsesignal generated by a controller of the present invention such as thecontroller in module 70, in which the controller remains powered whenthe brake is released and receives a brake signal when the brake isapplied that is independent of the power signal. Graph 88 illustratesthe effect of processing instructions in the controller configured tovoid the first portion of the illumination pattern if a subsequentbraking event is initiated within a predetermined no-pulse period 86.Thus, the first portion of the illumination pattern (the pulsationportion) is shown beginning at T3(1) and T3(2), because the passage oftime between T2(1) and T1(2) is greater than the predetermined no-pulseperiod 86. However, the same is not true at T1(3) and T1(4), thereforethe pulsation portion of the illumination pattern is voided and only thesecond portion of the illumination pattern (constant illumination) isshown at T3(3) and T3(4). Additionally, in contrast with graph 84, theillumination pattern is maintained for the duration of predeterminedno-pulse period 86. This illumination pattern is due to recognition thatafter the brake is released after the vehicle stops a small amount oftime passes before the vehicle begins its forward motion, and this delayis dependent on the mass of the vehicle and the pressure on theaccelerator. Different vehicles and drivers may thus accelerate atdifferent rates after the brake is released. If the safety brake lightis immediately extinguished, the following driver may advance fasterthan the vehicle, resulting in a collision. On the other hand, if thesafety brake light is maintained briefly after the brake is released,the collision may be avoided. Even further, the avoidance of a smallpulse when the driver quickly presses and releases the brake (such asbetween T2(2) and T1(3) in graph 84) will prevent the following driverfrom “anticipating” forward movement that may cause the collision. Asshown, predetermined no-pulse period 86 is about two-seconds induration. The present embodiment may also be implemented with safetybrake light circuits including energy storage 54, such as safety brakelight circuits 50 and 60, by further connecting energy storage 54 to thenode between resistors R2 and R3 to energize power circuit 40. Thus, thesecond portion of the illumination pattern will remain until the energyof energy storage 54 is depleted.

FIG. 11 presents a timing graph 90 of a brake signal and a responsesignal generated by a controller of the present invention such as thecontroller in module 70, in which the controller remains powered whenthe brake is released and receives a brake signal when the brake isapplied that is independent of the power signal. A first braking event101, a second braking event 102, and a third braking event 103 areshown. Also shown are first and second portions 111, 112 of anillumination pattern 110. As shown, graph 90 illustrates the effect ofprocessing instructions in the controller configured to void the firstportion of the illumination pattern, as described with reference to FIG.9. Any other pulsation avoidance mechanism may also be used, such as themechanism described with reference to FIG. 10. Additionally, graph 90shows that the illumination pattern leads the brake signal by a timeduration corresponding to the difference between T3 and T1. This timeduration represents a predetermined deceleration has been determined bythe controller, either by analysis of input signals from anaccelerometer or from the CANbus, or by reading of a signal from theCANbus correlated to a high deceleration event, e.g. speed signals, tiltsignals, and any other signals indicative of deceleration or collision.Accordingly, the safety brake light begins to pulse even before thebrakes are applied. The difference between T1 and T3 in the secondbraking event is smaller than between T1 and T3 in the first brakingevent to illustrate that the illumination pattern leads the brake signalby an amount that is not predetermined, it is responsive to an inputsignal independent of the braking signal.

In a further embodiment of the disclosure, the processing instructionsof the controller provide a first pattern upon application of the brakes(equivalent to the first portion of the illumination pattern describedabove), a second pattern after the first pattern, and a third patternafter the second pattern. The second and third patterns alternaterepeatedly and continuously so long as braking remains. In one example,the second pattern has constant intensity, while the pulsing frequencyof the third pattern differs from the pulsing frequency of the firstpattern. In another example, the second pattern has constant intensity,while the pulsing intensity of the third pattern differs from thepulsing intensity of the first pattern.

In a variation of the preceding embodiment, a user can modify the first,second, and third patterns using any known user interface. Example userinterfaces include buttons provided on the safety brake light module,and wireless communications via a processing device such as a computer,smart phone, or tablet. In one example, several pattern combinations areprogrammed and the user cycles through them sequentially by pressing thebutton. In another example, a safety brake light module applicationrunning on a processing device communicatively coupled to the safetybrake light module can be used to select or modify the patterns. Theapplication may have limits necessary to ensure regulatory compliance.For example, the limits may include duration and intensity of the pulsesin the first pattern. The limits may include a minimum intensity for anypattern, so that the safety brake light is always on when the brakes areapplied.

FIG. 12 presents a timing graph 90 of first braking event 101 andpatterns A, B, C corresponding to different illumination patternscomprising a first, second, and third portions 111, 112, and 113,respectively. In pattern A third portion 113 has a higher pulsingfrequency than first portion 111. In pattern B third portion 113 has ahigher low intensity value than first portion 111. In pattern C thirdportion 113 has a higher high intensity value than first portion 111 andfewer pulses. Patterns A, B, and C are examples to illustrate thestructure of signals to generate illumination patterns that may bepredefined in the controller or configured by the user.

The embodiments described above provide several safety brake lightmodule configurations. In another embodiment, the processinginstructions described above are embedded in an existing ECU of thevehicle. The illumination pattern is thus generated by a safety brakelight signal imposed on brake light conductor 12. The present embodimentcan advantageously be introduced during the manufacture of the vehiclerather than by modification of the vehicle after manufacture.

Unless otherwise expressly stated in connection with a specific usethereof, the term “device” includes a single device, a plurality ofdevices, two components integrated into a device, and any variationsthereof. The singular form is only used to illustrate a particularfunctionality and not to limit the disclosure to a single component.Therefore, the term “memory device” includes any variation of electroniccircuits in which processing instructions executable by a processingdevice may be embedded unless otherwise expressly stated in connectionwith the specific use of the term. For example, a memory device includesread only memory, random access memory, a field programmable gate array,a hard-drive, a disk, flash memory, and any combinations thereof,whether physically or electronically coupled. Similarly, a processingdevice includes, for example, a central processing unit, a mathprocessing unit, a plurality of processors on a common integratedcircuit, and a plurality of processors operating in concert, whetherphysically or electronically coupled. Furthermore and in a similarmanner, the term “application” includes a single application, aplurality of applications, one or more programs or subroutines,software, firmware, and any variations thereof suitable to executeinstruction sequences with a processing device. Furthermore and in asimilar manner, the term “unit” denotes a functional unit and the termincludes a single unit, a plurality of units, and one or more componentsarranged in a common enclosure or in a distributed manner.

It should be noted that the term “example” as used herein to describevarious embodiments is intended to indicate that such embodiments arepossible examples, representations, and/or illustrations of possibleembodiments (and such term is not intended to connote that suchembodiments are necessarily extraordinary or superlative examples).Thus, particular implementations of the invention have been described.Other implementations are within the scope of the following claims. Insome cases, actions recited in the claims may be performed in adifferent order and still achieve desirable results. In addition, thedepictions in the accompanying figures do not necessarily require aparticular order or sequential order.

What is claimed is:
 1. A safety brake light module configured toenergize a safety brake light of a vehicle, the safety brake lightmodule comprising: a voltage regulation circuit including a voltageregulator; a controller powered by the voltage regulation circuit; apower circuit including a power switch communicatively coupled to thecontroller, the power circuit having an output node adapted to beelectrically coupled to the safety brake light; the controllercomprising processing instructions configured to generate a safety brakelight signal at the output node of the power circuit, the safety brakelight signal configured to cause the safety brake light to illuminate inan illumination pattern based thereon, wherein: during a first brakingevent resulting from actuation of a vehicle brake actuator by a user ofthe vehicle the illumination pattern comprises a pulsing portion and aconstant portion following the pulsing portion, and during a secondbraking event the illumination pattern comprises the pulsing portion andthe constant portion following the pulsing portion when a time durationbetween the first braking event and the second braking event exceeds afirst predetermined time period, and the illumination pattern comprisesonly the constant portion when the time duration between the firstbraking event and the second braking event does not exceed the firstpredetermined time period, wherein the controller is de-energizedbetween the first braking event and the second braking event.
 2. Thesafety brake light module of claim 1, wherein the voltage regulationcircuit is configured to be electrically coupled to a brake signalconductor of the vehicle to receive energy therefrom when the vehiclebrake actuator is actuated by the user.
 3. The safety brake light moduleof claim 2, further comprising an energy storage circuit coupled to thevoltage regulation circuit and receiving electrical energy therefrom,the controller configured to determine a voltage of the energy storagecircuit and determine based on the voltage the time duration elapsedbetween the first braking event and the second braking event.
 4. Thesafety brake light module of claim 3, wherein the energy storage circuitcomprises a resistor and a non-electrolytic capacitor defining an RCvalue of the energy storage circuit.
 5. The safety brake light module ofclaim 1, wherein the voltage regulation circuit is configured to beelectrically coupled to an energy source independent of the brake signalconductor of the vehicle.
 6. The safety brake light module of claim 5,further comprising a conditioning circuit configured to be electricallycoupled to a brake signal conductor of the vehicle and electricallycoupled to the controller, wherein the conditioning circuit converts abraking event signal transmitted via the brake signal conductor to aconditioned braking event signal which the controller uses to generatethe safety brake light signal.
 7. The safety brake light module of claim1, wherein the controller is configured to be communicatively coupled toa vehicle area network to receive data therefrom representative of thefirst braking event and the second braking event.
 8. The safety brakelight module of claim 7, wherein the data includes values of at leastone of more parameters selected from deceleration, global position,speed, and brake actuation.
 9. The safety brake light module of claim 1,wherein the illumination pattern comprises a first portion consisting ofthe pulsing portion, a second portion consisting of the constantportion, and a third portion following the second portion, the thirdportion being different from the first portion and the second portion.10. The safety brake light module of claim 9, wherein the third portionis programmable by the user via the controller.
 11. The safety brakelight module of claim 10, wherein the third portion differs from thefirst portion in at least one of a high intensity level, a low intensitylevel, duration, number of pulses, or pulsing frequency.
 12. The safetybrake light module of claim 10, wherein the safety brake light modulecomprises a programming interface configured to permit the user toprogram the third portion of the illumination pattern.
 13. The safetybrake light module of claim 12, wherein the programming interfacecomprises a mechanical actuator actuatable by the user to program thethird portion by actuating the mechanical actuator to select the thirdportion from a plurality of predefined third portions.
 14. The safetybrake light module of claim 12, wherein the programming interfacecomprises a wireless transceiver operable to pair a processing deviceand the controller wirelessly, wherein the processing device comprisesan application including a graphical user interface provided to enablethe user to select one or more of a high intensity level, a lowintensity level, a duration, or a pulsing frequency of the thirdportion.
 15. The safety brake light module of claim 1, wherein thecontroller is configured to receive one or more values of parametersrepresentative of deceleration of the vehicle, the parameters selectedfrom deceleration, global position, speed, and brake actuation.
 16. Thesafety brake light module of claim 15, wherein the controller isconfigured to receive the one or more values of parametersrepresentative of deceleration from a vehicle area network.
 17. A methodof operating a safety brake light of a vehicle, the method comprising:actuating a vehicle brake actuator of the vehicle; and energizing asafety brake light module comprising: a voltage regulation circuitincluding a voltage regulator; and a controller powered by the voltageregulation circuit; and a power circuit communicatively coupled to thecontroller and having an output node adapted to be electrically coupledto the safety brake light, the safety brake light module causing thesafety brake light to illuminate in an illumination pattern, wherein:during a first braking event resulting from actuation of the vehiclebrake actuator by a user of the vehicle the illumination patterncomprises a pulsing portion and a constant portion following the pulsingportion, and during a second braking event the illumination patterncomprises the pulsing portion and the constant portion following thepulsing portion when a time duration between the first braking event andthe second braking event exceeds a first predetermined time period, andthe illumination pattern comprises only the constant portion when thetime duration between the first braking event and the second brakingevent does not exceed the first predetermined time period, wherein thecontroller is de-energized between the first braking event and thesecond braking event.
 18. The method of claim 17, wherein the safetybrake light module further comprises an energy storage circuit coupledthereto to receive electrical energy from the voltage regulationcircuit, the method further comprising: the controller determining avoltage of the energy storage circuit and determining based on thevoltage the time duration elapsed between the first braking event andthe second braking event.
 19. The method of claim 18, further comprisingde-energizing the controller responsive to the end of the first brakingevent and re-energizing the controller responsive to the start of thesecond braking event.